Fuel-air ratio regulator for internal-combustion engines



p 1950 J. A. BASCLE 2,523,550

FUEL-AIR RATIO REGULATOR FOR IN'IfERNAL-COMBUSTION ENGINES Filed Aug. 30, 1949 5 Sheets-Sheet 1 1N VENT OR Jasep 4/500 Base/e wm m J. A. BASCLE 2,523,550 FUEL-AIR RATIO REGULATOR FOR INTERNAL-COMBUSTION ENGINES Sept. 26, 1950 Filed Aug. 50, 1949 5 Sheets-Sheet 2 Amy/5 4/100 fiasc/e BYUSMMTI ATTORN Y8 Sept. 26, 1950 J. A. BASCLE FUEL-AIR RATIO REGULATOR FOR INTERNAL-COMBUSTION ENGINES Filed Aug. :50, 1949 5 Sheets-Sheet 3 Jasepi 4/10 flax/e lullkmwmwfi Sept. 26, 1950 J. A. BASCLE 2,523,550 FUEL-AIR RATIO REGULATOR INTERNAL-COMBUSTION ENGI Filed Aug. 50, 1949 5 Sheets-Sheet} INVENTOR" J. A. BASCLE v2,523,550 FUEL-AIR RATIO REGULATOR FOR I INTERNAL-COMBUSTION ENGINES Sept. 26, 1950 5' Sheets-Sheet 5 Filed Aug. 30, 1949 2 m 1w a) a a H m 3 w 5 I I 3 a 4g W 0 7/ a w V n. J u a a 4 L 2 x Z i atented Sept. 26, 1956 FUEL-Am;RATIOnacnnnuronigjalfiiiin NAL-GOMBUSTION ENGINES Jbseph Al'boif-Basc'le, New Orleans; La}. :fipplication august' eo, 1949, lsera11wanna reclaims.

The present invention relates to improvements :in fuel-air ratio vregulatorfor internal combustionengines and has for'itsbbject toip'rovide "an {improved regulator -wh-ich-:-in one use and applicatio'nof'the device will compensate for-the relatively wide variations in output' of l the cnventional fuel pumps found today 'on "motor vehicles, tractorsand marine engines ;-and w-hich *willalso supplement .the action of pressure carburetors imamannerto assure better engine performanc'e and higherengine power output.

In the presentday operation-ofi motor vehicles, trac'itors 'rnarine engines -and-the like, fuelfls del'ivered to' the-carburetor by conventional -diaphragm type fuel pumps, 'the construction of which is"i'such thatftha output; Q1 f uel-clelivery+of these pumpsvaries so-widely'that-the volume and =pressure or the fuel delivered at anyone time to *the.earburetonjets is 'in'suc'h a' variable quantity :that :it is rdifficult tomake carburetor adjust- 'ments,-eand it is also difiic'ult to control the fuel air ratio so muchso that T engineiperformance throughout varyingispeedsand loadssuifersf and it sis one obj eat-0f the: present "invention to cor- -rectthis situation byiintroducing as :a supple,- Jn'entary control unit. the improved: regulatorv'of Whis -invention, which will receive the fuel in varying volume from the conventional fuel pump but thereaiter will supply esuch fueIJi-in": a 15.0011- trdlled and-assured vbliimeiiatfiiall times' 'tor-rthe carburetor to the nd :er v bettering engine!v periorm'ance and arriving at b'etter' estimatedfiuel a'ir ratios which mayibe" controlled tiflalllspelis arid loads.

ln the case of press'urevearburetorsiand m view oi the absence' er -the balancing eiie'ct of the -tloat andpin assembly, fuel is delivered to the car-buretor 5 jets in widely' var iable volume and pressure which is also incident to variabl mp ---su'-pply; aridit' is the obj eetoi -the p'rese tion topf'cvide a'n imprbved 'i gulater ii posed"between the carburtor arid the' pu "p for supplying the fuel 'td the 'carhuretonfietsin egulat'ed and controlled 'volume andipressu 'alues in which particularly both tlie vol ume and presvr-"late the 'improvedzreglflatonfrom the' 'carburetor.

.50 FigufeSis a: fragmentary perspective view, wi h anew immanent-unit as aree'ulator tdaaziiitfits being'movedto varicus locations, for instance in the case of low-gradeflielsfthe device 'may'befplaed in ai'p'os'ition relative to" the B exhaust "manifold vvhich Will' "thereby acquire a certain amountdf eatrremthe' exhaust inanifold to preheat thei low'agreue 'fuelITprior' to" its i-ntrod uction to"the carburetor; or, in whicHthe ,device -admits of being placed in a 'coldenlo'cation, for instance as shown iniF' igurlgwhen used ainconnection' with-highly volatile fuels.

'It is the further purpose of the invention to provide an'improved regulator and control therefor which when used in connection with-pressure 1 5 iearburetors may be substituted for the conventional choke valve and its control; and'whenusd -.on airplanesqmay take the-place of the-usual altitude control device.

:Itis :the further purpose of the present inven- 2 tion to' cooperate in a novel manner -=with;-th e customary 'A.-.C. '=O1==SiIni1a,r diaphragm type" fuel .L-pumps in which the-diaphragm isdrawn-downby -a'cam shaft actuated: 'leven-thediaphragm Jeer'in g spring loaded so that --the 2 pump --may -id l e .and"varyits output-wherethe requisition for fuel 2 diminishes. With suchapump-thepressure and evolume :factorsare so variable --as not to. maina'ztain atwtimes-san adequate supplypf fuel at -reequisitenpressure to the-pressure carburetor while 'at other times-there is: an' 'over supplyof fuel. '-I t is' thereforeethe purpose: of: the 5 present invention 7 W to controlrthese variances' and' therebyfurther c0nol-ition *the fuel supply a for k use by the carburetor jets. With the foregoing ana other objects in: view,

the invention will be more fully clescribedwhere- -inafter, and" will "be lmore'aparticularly pointed cut in -the claims appended hereto.

ln the rirawir igs,' wherein the 'symbols' refer to 40 like or' eorre'sporiding lparts throughout the'a sev- -era1 views, I

I Figure l is diagram illustratingone form 'of hook-np'of th mproved regulator to theexhaust rnanifoIdg conventidnalitfueltpurnp andfa pressure carburetor to an internal combustion engine.

' Figure 2211srazperspective view of the-improved rg'ulatori shown apartTromthexengine hook'up and :aw i t h the -t=actuating lever in an in:itial or originspo'sition.

zzpartseshown finsection, ttaken' "on an-enlarged scale, of the regulating unit.

Figures 4, 5 and =6 are diagrammatic -views showing -in sequencevthe several phases of --op er- Figure '7 is a vertical section taken transversely through the casing, diaphragm and tapered pin valve.

Figure 3 is an exploded perspective view of the casing members, diaphragm and gaskets.

Figure 9 is an exploded perspective View of the diaphragm valve and its assembly, and

Figure 10 is a vertical section taken on an enlarged scale on the line |--|0 of Figure 2.

Referring more particularly to the drawings, l5 and I6 indicate identical half sections or members of a casing containing a diaphragm I! which divides the interior of the casing into an exhaust pressure chamber l8 and a fuel pressure chamber I9.

The marginal portion of the diaphragm I! together with appropriate gaskets 8| and 82 is clamped between the annular margin portions of the casing members i5 and I6 and such casing members are tightly secured upon the margin of the diaphragm by means of bolts or other fastenings 20.

The pressure chamber I8 is placed in direct communication with the exhaust manifold 2| of the internal combustion engine, shown in Figure 1, through a pipe or conduit 22. As installed (Fig. 1) the pipe 22 connects with the regulator unit at the lower portion thereof through a hollow boss 23 which may be internally screw threaded to take the pipe connection.

The fuel pressure chamber IQ of the unit is connected to the fuel inlet side of the carburetor by means of a pipe or conduit 24, such pipe connecting with a hollow boss 25 at the upper portion of the unit and on the companion member l6.

Both half sections or members l5, l6 are formed with outwardly projecting centrally disposed hollow projections 26 and 21 which are internally screw threaded and which communicate at their inner ends respectively with the chambers l8 and I9 and with opposite sides of the central portion of the diaphragm Into one hollow projection 26 is removably threaded a headed plug 28 which may constitute also the attaching means by which the regulator unit is secured, for instance to the flange 29 on the intake manifold 38 of the internal combustion engine, as shown in Figure 1. An opening is made in this flange 29 to receive the shank of the plug 28, the portion of the flange 29 surrounding the opening being clamped between the head of the plug 28 and the outer end of the hollow projection 26; appropriate washers or gaskets being placed at opposite sides of the flange 29.

.differential diameters, the outer cylinder 33 being of greater diameter and connecting with the smaller diameter inner cylinder through a tapered section 35. A similar tapered section 36 is formed at the entrance mouth of the larger diameter cylinder 33.

Mounted to reciprocate in the cylindrical body 32 is a hollow piston comprising a large diameter section 31 and a smaller diameter section 38. These piston sections are respectively equipped with O-rings or other sealing devices 39 and 48. These rings tend to expand against the walls of the cylindrical sections 33 and 34 and to avoid leakage of the fuel pressure. They also constitute between them and about the reduced inner small diameter section 38 of the piston and the large diameter section 33 of the cylinder an annular chamber 4| for receiving fuel through a lateral connection 42 from a fuel induction pipe 43. As shown in Figure 1 this pipe connects with the conventional diaphragm type fuel pump 44.

A port 45 in the wall of the small diameter section 38 of the piston or plunger admits fuel from the chamber 4| into the internal space of the plunger by which such fuel passes to the fuel pressure chamber l9 through a valve or metering port 46 made in the inner end wall 41 of the plunger which provides a seat for a tapered pin or other type metering valve 48.

The valve is carried by and movable with the diaphragm I1 and its assembly is more particularly illustrated in Figure 9 in'which the tapering section 48 is shown as located intermediate a narrow stem 49 extended off the narrowest section of the tapered portion 48 and an enlarged and slightly tapered section 50 extending off the greatest diameter of the intermediate tapered pin portion 48. The free end 5| is reversely tapered to facilitate introduction of the valve into and through the port 46 of the plunger.

The stem 49 carries a collar or shoulder 52 for receiving thereagainst a washer or gasket 53 which is adapted to slide over a threaded shank 54 of the valve and be received between the shoulder 52 and the adjacent side of the diaphragm H. The threaded shank 54 extends through the diaphragm and receives thereover a lock washer 55 adapted to fit against the opposite side of the diaphragm I! and to be held tightly thereagainst by a nut 56 threaded on the shank 54.

The outer end of the plunger 31, 38 is inter nally threaded to receive a threaded plug 5'! having an outer slotted section 58 slidable in partcylindrical grooves 59 in arms 60 and BI which are carried as extensions of the cylindrical body 32.

An operating lever 62 is fulcrumed at 63 in the arm 68. Intermediate the arms 60 and BI the lever is provided with a slot 64 for slidably receiving a .pin 65 on the slotted outer section 58. The lever 62 plays through a slot 66 in the arm 60 and a slot 61 in the arm 6|. A stop set screw 68 is adjustably threaded in the outer end of the arm BI and projects into the slot 61 to engage an edge of the operating lever 62. The adjusted position of the set screw 68 is secured by a lock nut 69.

The companion arm 68 is provided with a curved finger 10 carrying a stop set screw H and a lock nut 12 for engaging an edge of the lever at the other side of the fulcrum 63.

The free end portion of the lever 62 carries a perforated barrel 13 rotatably or swivelly mounted thereon and having a set screw 14 secured in the perforation to anchor a Bowden wire 15. This wire extends as usual through a flexible casing and runs to a control knob 16 slidably mounted on the instrument panel 11 (Fig. 1).

In the use of the device, Figure 4 shows the dead cold position of the engine in which the flexible diaphragm I! will seek an intermediate position in the casing holding the tapered pin cassette 5 waive 4a 'inan'initi'al'position withrespect tothe metering plunger port 46. The control' knob 16 will be in the .in position against the instrumentpanel H, having' beenpushed forwardly thereto by the operator incident -to-the previous normal running of 'thejmotor. 'The'lever 62 is thus against the stp68 and away from the stop "I I. In this positionthe-plunger-is drawn to its outermost position as determined by'the preselected adjusted position of thestop" screw 68. This position :of the parts is'shownin Figure 4 in which the metering valve port 46 is in itsoutermost position enveloping a portion of the larger outer tapered section "of the *metering valve. In this position the port'area'dfi is at a restricted value. 7 I

Now referring to Figure *5, in starting the motor, the-controlknob 16 is pulled out-substantiallyat the same time that the starter switch" is closed. 'The operating lever 62 is thereby rotated away from stop 68 and againststopll and inci- 'fdent to this rocking'movement the 'plunger"is pushed to its innermost position as' preselecte'd by the adjustment of the stop screw H. The metering valve port 46 is'thus'advanced inwardly relatively to" the metering valve with the port moving off the larger taperedvalvesection-50 and along the constantly diminishing tapered section 48. This action enlargesthe port area at 45 thus permitting the enginesuction to draw in a relatively great quantity of the fuel for starting purposes. 'A'relatively enriched mixture is thus afforded for initialstarting-at lowtem- 'peratures. This condition is" shown in Figure 5 in'which'the diaphragm is still approximately straight and the metering "valve 48 in its initial position due to the fact that as yet no substantial pressure has been built up in the exhaust manifold 2|.

As the engine warms and'its temperature increases the control knob 16 isgradually pushed forward to pull the plunger outwardly and cause the metering-valve port 46 to seek a more enlarged portion of the tapering section of the valve pin 48. This action progressively reduces the port area 46 and thus restricts the volume of the fuel in proportion t the air inthe induction system of the motor. Inotherwords the ratio of the fuel to air mixture is then adjusted to running conditions. This, port area adjustment may be preselected by the adjustment of the set screws 68 and H and by the size of "the port area 4'6,"and degreeofthe taper of the valvepin48.

After the engine has attained operating temperature the plunger is pushed all the way'in "for'normal operation and is not again disturbed throughout the running of the-engine or until "the engine is to be again restarted.

Through the -use'of thismanual control mediumit will thus be seen that themovement of this control knob, when used in connection with pressure type carburetors, allows this "type "of control to thus substitute in the place of the haust manifold 2|, suchmanifold pressure will be exerted on the diaphragm l and When this exhaust pressure exceeds the pressure "of :the

fluid in the'fuel pressureaohamberfla on the other side of the. diaphragm I I such-diaphragm will -be iflexeid in the r. direction -of althe plunger lcarryin-g withit the metering pin valve 48 and "moving?- such valve to aiposition wherediminishing sections of the tapered portion of the valve-are successively moved through the'metering port 46 5 of the plunger; to the end'that thefuel port area is progressively enlarged, admitting a progressively greater volume of fuel through the regulator and to the fuel jets of the carburetor whereby the proportion of fuel to air will be in i0 creased incident to increments in pressure inlthe exhaust manifold 2|. sure differ in response to increases in'throttling, speed of, and loads on the engine.

This operation is illustrated inFigure 6 in I Whichth'e diaphragm 'is flexed and the metering valve 48 moved inwardly relatively to 3 the v plunger.

v.This device thus acts as a secondary compensating medium to assist the carburetorjjetsin further conditioning the final airfuel ratio entering the'induction system of the engine. The indicated action of this regulator will be found especially true when used in connection withsa'pressure carburetor of the type disclosed inrmy co-pending application filedDecember. 17, 1948, :Serial No..65,903.'

In'operation. the fuel is entered into the regulator ragainst -a greatly reduced area, represented' by the area of the metering pin-48 and the metering pin jet orificea lfi, then allowed .to

flow externally across theface of the diaphragm before enteringthe carburetor. On the opposite 'sideof the diaphragm the exhaust. pressure will .be working against'the full area of the diaphragm and because ofthese two opposing pressure differentials the necessar compensatring'reffectiappl-ied in terms of volume and pres- -snrerregulation is accomplished. For example 'assuming :an exhaust manifold pressure of four 40 .iponnds rtoiobtain in the-exhaust pressure chamber lBrand-afuel delivery output of four pounds pressure to-be delivered to the'fuel orifice'46,.due -to "the differential areas of the diaphragm I and the orifice 46, a fuel pressure of less .than

four pounds willexist in the fuel pressure cham- :ber [19; whereby the exhaust; pressure inchamber' ilill'willzforce the diaphragm'li to .flex andthe :meteringpin valve-48 to move inwardly withrespectto the plunger thus opening the orifice 46. 50 This gives rise therefore to :a rchangein 'fuel volume-and in fuel pressure as-concomitant char- ,acteristics and factors of the fuel output of the "regulatordelivery to the carburetor. The'arrrangement constitutes a nice regulation of both pressure and volume of fuel which eitherex- -ceeds.nor fallsshort of the requirement of the :pressurecarburetor, and the fuel supply from the iregulator is therefore not subject to the variability of the volume and pressure such .as direct cdelivery'o'f fuelfrom an 1A.*C'. or conventional itype :diaphragm :pump produces.

. l lnstalled'rbetweenithe carburetor and regulator is a .pressure relief trim-valve or .orifice::83 "to which is connected a fuelreturn. line 84,- said line 5-entraining'fuel1to upperl'portion of. fuel tank '85.

' iAssuming that the final 'carburetortjet isautowmatically sealed'or closed on'stopping the engine, a certain fuel pressure will remain trapped :in the 1 system and possibly escape into :the mani- -fold: as :wastage to evaporate :or 'cause'hard starting. This by pass circuit automatically :relieves i'fuel pressure :and :prevents :waste.

The air-fuel ratio delivery for consumption Within an internal :combustion engine must be :preselected .on;assembledcaccordinglysto demands Theseincrements in presimposed on the final jetting in the mixing chamber of the carburetor generally appearing in this order:

1. Atmospheric temperature.

. Atmospheric pressure.

. Type of fuel.

Timing.

Compression degree and form.

. Humidity.

. Cold engine starting.

. Cold engine operation.

Hot engine starting.

. Hot engine operation.

. Full throttle acceleration againsthigh resistance.

. Full throttle acceleration against low resistance.

. Part throttle cruising with medium engine revolutions.

. Full throttle cruising with highest engine revolutions.

To supply a satisfactory air-fuel ratio to the engine, the carburetor final mixing assembly should be assisted by manual or automatic means to accomplish its objectives under various temperature, throttle, load, and speed. conditions.

The exhaust discharge pressure against atmosphere or other cushioning and opposing systems is treated in terms of low, medium, and high values; averagely considered to be -1, 1-2 2 /24 /2 pounds respectively.

I I have found that medium exhaust pressures are available during conditions H and I3, While high exhaust pressures are available during conditions l2 and i l.

By incorporating the use of exhaust pressures in the manner indicated throughout this invention these varying exhaust pressures are cooperatively forced to function some control over fuel pressure and volume according to throttle, load, and speed conditions imposed on the engine. Obviously, this supplements other controlling features.

Although I have disclosed herein the best form of the invention known to me at this time, I reserve the right to all such modifications and changes as may come within the scope of the following claims.

What I claim is:

1. A fuel-air ratio regulator for internal combustion engines having a carburetor, fuel pump, and exhaust manifold, comprising a movable member exposed to exhaust manifold pressure on one side and to the fuel on the opposite side, a

fuel-metering orifice between the pump and carburetor, and a metering valve complementary to said orifice and connected to move with said member.

2. For use with an internal combustion engine having a carburetor, fuel pump and exhaust manifold, an improved fuel-air ratio regulator comprising a movable member, a casing divided by said member into exhaust pressure and fuel compartments, an inlet to the exhaust pressure compartment adapted to be connected to the exhaust manifold, an outlet from the fuel com.- partment adapted to be connected to the carburetor, an inlet to the fuel compartment adapted to be connected to the pump, a fuel orifice in the fuel compartment inlet, and a metering valve carried by said movable member and movable relatively to said orifice.

'3. An improved fuel-air regulator as claimed in claim 2 characterized by the fact that the face ofthe member subject to exhaust manifold pres sure greater than the port area of the fuel orifice.

4:. An improved fuel-air regulator as claimed in claim 2 wherein the fuel orifice is adjustable relatively to the metering valve.

5. An improved fuel-air regulator according to claim 2 in which the fuel orifice is formed in a hollow plunger adjustably mounted in said fuel compartment inlet.

6. For use with an internal combustion engine having carburetor, fuel pump and exhaust manifold, an improved fuel-air ratio regulator comprising a casing, a flexible diaphragm in said casing dividing the same into opposed exhaust pressure and fuel compartments, an inlet to the exhaust pressure compartment adapted to be connected to the exhaust manifold, an outlet from the fuel compartment, a conduit from the last mentioned outlet to the carburetor, an orifice in said conduit, a pipe connecting said orifice for recycling the fuel to the fuel tank or supply line to the pump, a fuel inlet to the fuel compartment of said casing, a restricted fuel orifice in said last mentioned inlet, and a valve carried by said diaphragm and movable relatively to the last mentioned fuel orifice.

.'7. For use with an internal combustion engine having a carburetor, fuel pump and exhaust manifold, an improved fuel-air ratio regulator comprising a casing, a movable member in the casing dividing the same into exhaust pressure and fuel compartments, an inlet to the exhaust pressure compartment adapted, to be connected to the exhaust manifold, a fuel outlet from the fuel compartment adapted to be connected to the carburetor, a fuel inlet to said fuel compartment, a hollow plunger movably mounted in said fuel inlet accessible internally to the fuel supply and having a fuel metering orifice communicating with said fuel compartment, a valve carried by said movable member and movable through said orifice, and manual means for moving said plunger to adjust the position of the orifice to the valve.

8. A fuel-air ratio regulator as claimed in claim '7 characterized by the fact that said valve has a tapered section which when relatively moved to the orifice changes the port area.

9. A fuel-air ratio regulator according to claim I characterized by the. fact that said manual means is a lever fulcrumed externally of said casing and connected to move said plunger, with adjustable stops for regulating the throw of the lever.

10. A fuel-air ratio regulator as claimed in claim 7 in which said manual means is a lever pivotally connected to said plunger, with a Bowden wire connected to said lever.

11. A fuel-air ratio regulator as claimed in claim 7 further comprising a cylinder for said plunger having extension arms thereon, adjustable stop screws in said arms, said manual means comprising a lever fulcrumed in one of said arms and pivotally connected to said plunger and disposed to engaged said adjustable stop screws.

12. A fuel-air ratio regulator as claimed in claim '7 characterized by the fact that said plunger is of differential diameters, and a cylinder of differential diameters, adapted to receive respectively the two diametric portions of said plunger, said cylinder having a tapered wall between said difierent diameters, said piston having sealing rings adapted to engage said tapered 9 wall and to expand against the differential diametric portions of said cylinder.

13. A fuel-air ratio regulator as claimed in claim 7 characterized by the fact that said casing is made from identical sections having cored out portions to form said compartments and also having internally threaded extensions communicating respectively with said compartments, a plug removably mounted in the extension of the exhaust pressure compartment, and a cylinder for the plunger having a, portion removably mounted in the fuel compartment extension.

14. A fuel-air ratio regulator as claimed in claim 13 characterized by the fact that said plug is headed and is adapted to act as a mounting screw in cooperation with a part of the engine.

JOSEPH ALBO'N BASCLE'.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

